AT514589A4 - Method of operating a drive train and drive train - Google Patents

Abstract

In a method for operating a drive train with a drive shaft (2), one connected to a power grid (12) driving machine (4) and with a differential gear (3) with three input or output drives, wherein an output with the An.triebsweJ. le (2), a drive with the A.ntriebsma.schi.ne (4) and a second drive with a differential drive (5) is connected to the drive shaft (2) an Ar-beitsma.schine (1) and a part of the Arheitsleistung the work machine (1) is destroyed by a throttle (22).

Description

The invention relates to a method sum operating a drive train with a drive shaft, one connected to a, power supply Äntriebsmaschine and with a differential gear with three inputs or outputs, with an output to the drive shaft, a drive to the prime mover and a second drive with a Differential drive is connected.

The invention further relates to a drive train with a drive shaft, a connected to a power supply Äntriebsmaschine and with a differential gear with three inputs or outputs, wherein an output to the drive shaft, a drive to the drive machine, and a second drive connected to a differential drive is.

A general problem of working machines, such as conveyors, e.g. Pumps, compressors and fans, or mills, crushers, vehicles, etc., is an efficient variable speed operation. In the following, electric machines are used as examples of drive machines, but the principle applies to all possible types of drive machines such as e.g. For

Internal combustion engines. The most commonly used electric drives today are rotary kiln machines such as e.g. Asynchronous motors and synchronous motors.

The invention is based on the object to provide a method and an apparatus of the type mentioned, in which a change in the delivery rate of the conveyor without significant change in the rotational speed of the drive machine is possible.

This object is achieved in a method of the type mentioned in that with the drive shaft, a work machine is connected and that part of the work of the machine is destroyed by a throttle.

This object is further achieved with a drive train of the type mentioned in that with the drive shaft, a working machine is connected and that the working machine is a conveyor in a line system and that in the line system, after the working machine, a throttle is arranged.

The core of a differential system is a differential gear, which in a simple embodiment is a simple planetary gear with three inputs and outputs, with an output to the drive shaft of a work machine, a first drive to the prime mover and a second drive connected to a differential drive. Thus, the machine can be operated variable speed at constant speed of the prime mover by the differential drive compensates for the speed difference.

With the throttle, the amount delivered by the work machine can be further reduced, i. be throttled without reducing the speed of the working machine.

Preferred embodiments of the invention are subject of the dependent claims.

Hereinafter, preferred embodiments of the invention will be explained with reference to the accompanying drawings. It shows:

1 shows the principle of a differential system for driving a pump,

2 shows another embodiment of a differential system,

3 shows a further embodiment of a differential system with a transmission precursor,

4 shows the speed and performance parameters of a differential system of a pump,

5 shows a further embodiment of a differential system with a simplified differential drive,

FIG. 6 shows the speed and performance parameters resulting from FIG. 5, FIG.

7 shows another embodiment of a dif ferentialsystem.3 with a gear shift stage,

FIG. 8 shows the speed and power parameters resulting from FIG. 7, FIG.

9 shows a further embodiment of a differential system with reduced speed range,

FIG. 10 shows the speed and performance parameters resulting from FIG. 9,

FIG. 11 shows the possible speed and performance parameters resulting from FIG. 9 for a so-called pump turbine;

12 shows another embodiment of a differential system for a Verbrennungskraftm.asch.ine as a prime mover and

Fig. 13 is a control system for damping driveline vibrations.

Despite high electrical power consumption, three-phase machines at standstill are not able to deliver this power completely mechanically, which is reflected in high losses and a low starting torque. At the same time, the current consumption of a three-phase machine at the start of zero speed typically corresponds to approximately 7 times the rated current, which causes a correspondingly high electrical load for the network when starting up.

Therefore, a three-phase machine must be designed to be large enough so that it can deliver from standstill to a torque corresponding to the rated torque, and is therefore often oversized. For this reason, electrical machines are often designed as a variable-speed drive instead of being connected directly to a grid. This can indeed be a start with high torque of zero speed without burdening the network, but the solution is expensive and associated with significant efficiency losses. A comparatively more cost-effective and also better in terms of efficiency alternative is the Eins.atz of differential systems, for example, according to AT 507 394. Basic limitation here is that depending on the gear ratio of the differential stage, only a relatively small speed range or virtually no low in the so-called differential mode Speeds at the drive shaft of a working machine can be achieved.

To realize this, there are various possibilities. According to German Utility Model No. 20 2012 101 708.3, for example, you can set the transmission ratio of the differential gear to 1. On this basis, you can drive the complete driveline with the differential drive or bring the prime mover to synchronous speed and then synchronize this with the network.

Disadvantage of this solution is that the differential drive or its frequency converter is much smaller, dimensioned smaller than the Antriebsma.sch.ine and therefore only a correspondingly small torque can deliver.

To synchronize a prime mover under load either with the grid (such as electrical machines directly coupled to the grid) or in a speed range with high available torque (such as in internal combustion engines) and in addition the work machine with maximum or design Torque of the drive train to be able to approach zero speed and preferably to bring to synchronous speed, the tarnishing example take place in 3 phases as follows:

Phase 1: The prime mover is preferably connected to the grid with so-called star / delta connection or alternatively (in a particularly network-saving method) first brought to (at least approximately) synchronous speed with an additional device and then synchronized with the network. In the case of an internal combustion engine, this is simply started and then started up. In this case, the drive machine remains during startup, apart from the mass moment of inertia caused by reaction forces from the second drive of the differential gear, largely free of external mechanical loads. Conversely, this means that, until the prime mover has reached its rated speed, a correspondingly small driving torque acts on the drive shaft of the driven machine.

Phase 2: Now that the full torque of the prime mover is available, in the second phase, the actual acceleration and starting of the work machine begins under load by the second drive of the differential gear stage is delayed by means of a synchronization brake-

Phase 3: As soon as the drive shaft of the second drive of the differential system is within the control speed range of the differential drive, it takes over the drive train speed control and the synchronization brake is released.

Fig. 1 shows the principle of a differential system for a drive train using the example of a pump. In this case, the working machine 1 is the rotor of a pump, which is driven by a drive machine 4 via a drive shaft 2 and a differential gear 3. The prime mover 4 is preferably a medium-voltage three-phase machine, which is connected to a network 12, which in the example shown is a medium-voltage network due to a medium-voltage three-phase machine. However, the selected voltage level depends on the application and v.a. the performance level of the engine 4 and can have any influence on the basic function of the system according to the invention, any desired voltage level. According to the number of pole pairs of the prime mover 4 results in a design-specific operating speed range. The operating speed range is that speed range in which the drive machine 4 deliver a defined or desired or required torque or in. Case of an electric drive machine with the network 12 can be synchronized. A planet carrier 7 is connected to the drive shaft 2, an engine 4 with a ring gear 8 and a sun gear 9 of the differential gear 3 with the differential drive 5. The core of

Differential system is in this embodiment thus a simple planetary gear stage with three inputs or outputs, with an output to the drive shaft 2 of the work machine 1, a first drive to the prime mover 4 and a second drive to the differential drive 5 is connected.

In order to optimally adjust the speed range of the differential drive 5, an adjustment gear 10 between the sun gear 9 and the differential drive 5 is implemented. As an alternative to the spur wheel stage shown, it is also possible for the adjustment gear 10 to be multi-stage, for example, or to be designed as a toothed belt or chain drive. With the adjustment gear 10 can also realize a misalignment for the differential drive 5, which due to the coaxial arrangement of the working machine 1 and the prime mover 4 ein® simple version of the differential drive 5 allows- With the differential drive 5, an engine brake 13 'is connected, which the Differential drive 5 brakes if necessary. Electrically, the differential drive 5 is connected to the network 12 by means of a preferably low-voltage frequency converter, comprising a motor-side inverter 6a and a grid-side inverter 6b, and a transformer 11. The transformer compensates for any existing voltage differences between the network 12 and the network-side inverter 6b and can be dispensed with voltage equality between the prime mover 4, the network-side inverter 6b and the network 12. The inverters 6a and 6b are connected by a DC intermediate circuit and may be locally separated as needed, and preferably the motor-side inverter 6a is positioned as close as possible to the differential drive 5. The essential advantage of this concept is that the drive machine 4 can be connected directly to a network 12, that is to say without elaborate power electronics. The compensation between the variable rotor speed and the fixed speed of the network-connected Antriebsm.asch.ine 4 is realized by the variable-speed differential drive 5.

The torque equation for the differential system is:

DrehmomentDiffeiSn7i, 'lentrieb = DrehmomentAntriebaweiie * y / wherein the size factor y / x is a measure of the gear ratios in the differential gear 3 and the adjustment gear 10. The power of the differential drive 5 is substantially proportional to the product of percent deviation of the pump speed from its base speed x drive shaft power. Accordingly, a large speed range basically requires a correspondingly large dimensioning of the differential drive 5. This is also the reason for 3ehen, why differential systems for small speed ranges are particularly well suited, but in principle any speed range can be realized.

A differential drive 5 for a pump as a work machine 1, for example, has an output of about 15% of the total system power. This in turn means that no low speeds can be realized on the working machine 1 with the differential system. If the work machine 1 must be brought from zero speed with high torque in its working speed range (this is the speed range in which the work machine 1 essentially works), this can only be realized by the differential drive 5 braked (either electrically or by means of motor brake 13th ) and the prime mover 4 is switched to the mains. The working machine 4, in turn, can hardly apply the rated torque from a standing position, or draws a rated current of up to 7 times in order to accelerate approximately to synchronous speed.

By using a so-called star / delta circuit, it is possible to reduce the starting current, but this also reduces the realizable starting torque.

An improvement can be achieved z. B., by bringing the differential drive 5 at the beginning de3 startup to its maximum possible operating speed. Due to external loads while the work machine 1 remains in a range of low speed. As a result, the drive machine 4 is brought to a speed which depends on the speed of the work machine 1 on the one hand and the transmission ratio of the differential gear 3 and a possibly existing adjustment gear 10 on the other hand inevitably sets. Subsequently, the differential drive 5 30 is controlled so that its speed remains within its Regeleldreh2ählbereichs, while the prime mover 4 is switched with or without so-called star / delta connection to the network 12. The speed control or braking of the differential drive 5 is preferably carried out electrically by the Inverter 6a, 6b, or by means of motor brake 13th

The engine brake 13 can also be used to protect the differential drive 5 from overspeeding when z. B. the prime mover 4 fails and the work machine stops or 1 rotates in the opposite direction.

Fig. 2 shows another embodiment of a differential system.

The drive train shown here, as in Fig. 1, a working machine 1, a drive shaft 2, a differential gear 3, a prime mover 4 and. a differential drive 5, which by means of a frequency converter 6 {consisting of motor-side and network-side inverter - simplified here as a unit dargestel.lt) and a transformer 11 is connected to the network 12. Again, the differential drive 5 is connected by means of a matching gear 10 to the differential gear 3. In addition, however, between the. Adaptation gear 10 and. the differential gear 3, a clutch 15 implemented.

A synchronization brake 14 acts on the sun gear, 9 and thus on the entire drive train. When starting the differential drive 5 and the adjustment gear 10 are decoupled by the clutch 15 from the rest of the drive train in a first step. If the prime mover 4 is then started up and connected to the grid, then the sun gear 9 rotates freely and no appreciable torque can build up in the entire drivetrain. Thus, in this case, the working machine 1 remains in a range of low speed and the prime mover 4 can be synchronized with the network 12 without any significant external counter-torque.

To avoid the above-described effect of the high starting current in synchronizing the prime mover 4, either a star / delta circuit may be implemented or the prime mover 4 may be replaced by an auxiliary device - e.g. a small variable speed

Drive - brought to (approximately) synchronous speed and then synchronized with the network 12. Alternatively, with the clutch 15 closed, as already described with reference to FIG. 1, the drive machine 4 can be brought to the speed with the differential drive 5. Although the prime mover 4 can not be accelerated up to its synchronous speed, at least the starting current that sets itself is smaller. The clutch 15 is then opened again.

Once the prime mover 4 has been accelerated over a certain speed and the work machine 1 rotates only slowly, turns on the sun gear 9 a corresponding to the transmission ratio of the differential gear 3 high speed, which (taking into account the adjustment gear 10) over the allowed control speed range for the Differential drive 5 is located.

The control speed range is the speed range in which the differential drive 5 operates to realize the working speed range of the working machine 1 can. The control speed range is thereby v.a. determined by the voltage, current and rotation limits specified by the manufacturer. In this phase, the differential drive 5 can not be connected to the network 12. In a further step, therefore, with the synchronization brake 14 of the second drive of the differential gear 3 connected to the sun gear 9 is decelerated to a speed which in the. Control speed range of the differential drive 5 is located. Subsequently, the differential-drive-side part of the clutch 15 (preferably by means of differential drive 5) is preferably synchronized with the rotational speed of the second drive of the differential gear 3 and then the clutch 15 is closed. The clutch 15 is preferably a positive-locking dog clutch or a frictionally engaged multi-plate clutch. An advantage of the non-positive multi-plate clutch is that, if designed for it, no synchronization of the two coupling halves is necessary.

By actuating the synchronization brake 14, the drive shaft 2 is inevitably accelerated, the torque available for this purpose being determined by the minimum of the braking force acting on the drive shaft 2 of the synchronization brake 14 on the one hand and the overturning moment of the drive machine 4 on the other hand. That In contrast to the starting options according to the prior art, the multiple rated torque can be realized as the starting torque of zero speed away, since the typical overturning torque of a three-phase machine is approximately 2 to 3 times that of its rated torque. Basically, this start-up method can also be used at e.g. Internal combustion engines are used, which is sometimes necessary because they can produce only a torque in the part-speed range, which is substantially lower than their rated torque.

As a synchronization brake 14, for example, a disc brake (= mechanical brake) is used, so this can serve as a service and safety brake for the differential drive 5. Thus, the synchronization brake 14 can basically fulfill the function of the motor brake 13 shown in FIG.

Alternatively, however, any type of brake can be used. In particular, so-called retarders offer here. First of all, the group of hydrodynamic retarders (= hydraulic brake) should be mentioned here. Hydrodynamic retarders usually work with oil or water, which is directed into a converter housing if necessary. The converter housing consists of two rotationally symmetrical and opposing paddle wheels, and previously a rotor, which is connected to the drive train of the system, and a fixed stator. The rotor accelerates the supplied oil and. the centrifugal force pushes it outwards. Due to the shape of the rotor blades, the oil is conducted into the stator, which thereby induces a braking torque in the rotor and subsequently also brakes the entire drive train. In an electrodynamic retarder (== electric brake), e.g. a swirl brake, are e.g. two steel discs (rotors), which are not magnetized, connected to the drive train. In between lies the stator with electric coils. When current is activated by activation of the retarder, magnetic fields are generated which are closed by the rotors. The opposing magnetic fields then generate the braking effect. The resulting heat is e.g. discharged through internally ventilated Rotorachiben again.

An essential advantage of a retarder as service brake is its freedom from wear and good controllability.

The system may also be used to operate the prime mover 4 in phase shifting mode. That is, the prime mover 4 can supply reactive power to and from the net 12 without operating the work machine 1. This applies in particular to energy production plants.

FIG. 3 shows another embodiment of a differential system with a transmission precursor. FIG. By this Getriebevorstufelelß the speed range for the drive shaft 2 and for the work machine 1 according to the transmission ratio of the gear precursor 16 can be adjusted. The use of a gear precursor 16 is then necessary or advantageous when, due to the technical parameters of e.g. cost-effective engine 4 and an efficient differential system resulting speed level does not correspond to the required working speed range of a working machine 1. A resulting advantage is that, if the gear precursor 16 as shown is a spur gear, the differential drive 5 can be positioned without a matching gear 10 of FIG. 1 and 2 coaxial with the engine 4 on the side facing away from the drive machine differential gear 3. In order to achieve thereby possibly, required higher transmission ratio in the differential gear 3, offers itself, instead of simple planets, to use so-called stepped planet. These stepped planets each consist of two rotatably connected gears with different diameters and preferably different toothing geometry. The ring gear 8 is then engaged with the smaller diameter gear of the stepped planetary gear and the sun gear 9 is engaged with the second gear of the stepped planetary gear. Di® connecting shaft 26 between the

Differential gear 3 and the differential drive 5 is preferably an electrically non-conductive fiber composite shaft. If the connecting shaft 26 is an electrically conductive Melle, then preferably an insulating element between the differential gear 3 (or if the adjustment gear 10) and the differential drive 5 installed in order to keep unwanted electrical currents from the differential gear 3.

Thus, the differential system consists of a smallest possible number of components and also has an optimal overall efficiency. The motor brake 13 also fulfills the function of the synchronization brake 14 from FIG. 2 in the configuration shown. The disadvantage of this embodiment compared to that according to FIG. 2 is that the differential drive 5 must be designed for the starting operation for a higher speed, the differential drive 5 is preferably separated from the network at speeds above the control speed range. Thus, speeds outside the control speed range only have to be endured mechanically. To make matters worse, that the transmission ratio of the differential gear 3 must be higher than for the solution of FIG. 2, because here the adjustment gear 10 is missing. Basically, however, is also for the variant like. Fig. 3, the additional use of a matching gear 10 possible, whereby the transmission ratio of

Differential gear 3 can be smaller. In addition, a clutch 15 and a synchronization brake 14 between the second drive of the differential gear 3 and the sun gear 9 and the differential drive 5 can be implemented.

In principle, this embodiment can also be used as a work machine 1 for energy production plants, in particular wind power plants. In this case, compared to e.g. a pump as a work machine 1, the power flow direction and the prime mover 4 operates as a generator. If necessary, one or more further transmission stages can be provided between the transmission precursor 16 and the work machine 1, which are then preferably designed as a planetary gear stage.

Another advantage of this embodiment with gear precursor 16 is that a coaxial hollow shaft 27 can be realized to the working machine 1 in a simple manner. By means of this hollow shaft 27, the rotating work machine 1 can be supplied in a simple manner electrically or hydraulically. In this case, preferably a

Rotary transmission 28 applied to the working machine averted side of the gear Vorvorstufe. In principle, a mechanical linkage can also be guided in the bushing 27 and can therefore be moved by translatory or rotary movement, e.g. the blades of a pump rotor are mechanically adjusted.

Are the differential system and. the transmission precursor 16 is provided as a so-called "standalone" variant, the drive shaft 2 and the drive machine 4 are preferably connected by means of a coupling 17, 18.

Fig. 4 shows the speed and performance parameters of a differential system, for example for a pump. The illustration shows power and speed values for a pump as work machine 1, a prime mover 4 and a differential drive 5 each plotted against the speed values of drive shaft 2 ("pump speed"). The prime mover 4 is connected to the network 12 and thus its speed (- "engine speed") is constant - in the example shown approximately 1500 rpm for a four-pole three-phase machine in a 50 Hz network. The working speed range for the drive shaft 2 is from 68% to 100%, with 100% being the selected nominal or maximum point. According to the gear ratio of the differential system, the speed of the differential drive 5 ("Servo speed") is from -2,000 rpm to 1,500 rpm. This means that the differential drive 5 is operated as a generator (-) and as a motor (+). Since the maximum required power of the differential drive 5 in the regenerative (-) range (about 110kW) is less than that in the motor (+) range (about 160kW), the differential drive 5 can be operated in the regenerative (-) range in the so-called field weakening range , whereby for the differential drive 5 a higher speed - but with reduced torque - can be realized. Thus, the speed range for the working machine 1 can be extended in a simple manner.

Another way to extend the speed range for the working machine 1, provides the so-called 87Hz characteristic for the operation of the frequency converter 6- The principle is the following: Motors can typically operate in star (400V) or triangle (230V).

If one operates a motor as usual with 400V in star connection, then one reaches the nominal point with 50 Hz. This characteristic is set in the frequency converter. You can also run a motor with 400V in delta connection and parameterize the frequency converter so that it reaches the 50Hz at 230V. As a result, the frequency converter reaches its rated voltage (400V) only at 87Hz (V3 x 50Hz). Since the motor torque is constant up to the nominal point, a higher power is achieved with the 87 Hz characteristic. It should be noted, however, that in comparison with the star connection in the delta connection, there is a higher current by V3. That The frequency converter must be larger in size. In addition, the higher frequency causes higher losses in the motor, for which the motor must be thermally designed. Ultimately, however, with the 87 Hz characteristic, a corresponding (V3) higher speed range is achieved with - in contrast to the field weakening - not reduced torque.

The point "T " in Fig. 4, the so-called "base speed " the drive shaft 2, in which the speed of the differential drive 5 is equal to zero. Ideally, this point is "T " placed in a work area in which the plant is operated over a large time shares. In this operating point, the engine brake 13 can be activated, so that the differential drive 5 nicht.betrieben must be and subsequently avoided related losses and wear. In the motor (+) region of the characteristic diagram, the drive is driven in parallel by the drive machine 4 and the differential drive 5. The sum of both powers is the drive power for the drive shaft 2 ("system performance") minus accumulating system losses. In the regenerative (-) range, the prime mover 4 must compensate for the power of the differential drive 5 ("Servo Power"), whereby the total system power ("System Power") is the drive power of the prime mover 4 ("Engine Power") less the power of the Differential Drive 5. That is, in terms of efficiency, the motor (+) region is better. This matches very well with the exemplary frequency distribution ("probability") of the load distribution in the. Continuous operation of the system, which shows a large part of the operating time in the motor (+) range. Operationally, however, is also a

Operation at lower pump speeds required, in which case the proportionate residence time decreases sharply with decreasing pump speed.

Basically, it should be noted that the closer the pump speed ("pump speed") at the base speed "T" to the bottom speed. is, the smaller the power flow through the differential drive 5 and. Thus, the overall system efficiency is very high. As with increasing pump speed and the required drive power increases, however, the required size of the prime mover 4 can be reduced by the size of the differential drive 5 compared to a drive according to the prior art by the parallel drive of the drive machine 4 and the differential drive 5.

As already mentioned, the transmission ratio of the differential drive can be set to 1 according to German Utility Model No. 20 2012 101 708.3 using a differential lock. This makes it possible with the differential drive 5 accelerates the entire drive train to the synchronous speed of the drive machine 4 and then to synchronize them with the network. As a result, the differential drive 5 can optionally be switched off and the drive 3 Brenntrieb drives the working machine 1 with synchronous speed alone. In addition, the differential drive 5 can drive the work machine 1 parallel to the drive machine 4, whereby a higher overall drive train performance can be realized. With the differential lock and the engine brake 13 can thus realize two stationary operating points of the drive train. In a particularly cost-effective embodiment of the differential drive is performed so poor performance that so that only the prime mover 4 with the network 12, and the differential lock is synchronized. However, this can alternatively also by optional driving the output b2W. the first drive of the differential gear 3 can be realized.

Fig. 5 shows another embodiment of a differential system with a simplified differential drive. In this

Embodiment variant of the network-side inverter 6 b is replaced by a simple rectifier 19. This has a usually higher efficiency than an inverter 6b and is also much more robust and cheaper. The only restriction through the use of a rectifier 19 is that the differential drive 5 can only be operated by motor (+).

If, in the opposite case, the differential system is only operated as a generator (-), the motor-side inverter 6a can be replaced by a rectifier 19 while maintaining the grid-side inverter 6b.

Fig. 6 shows the resulting from Fig. 5 speed and power parameters at the same working speed range for the drive shaft 2 as in Fig. 4 (68% -100%). Due to the fact that the differential drive 5 is only operated in the motor (+) range, the maximum power flow through the differential drive 5 is substantially greater than in the example shown before. At the nominal point, the required power of the differential drive 5 ("Servo power") reaches approx. 500kW, that's 50% of the total drive power ("system performance"). This has the consequence that also the frequency converter 6a, 19 must be dimensioned correspondingly large. Advantage of this variant is that the transmission ratio of the differential gear 3 may be much lower than for the variant of FIG. 3, and thus when starting the system while the maximum achievable speed of the differential drive 5 is lower.

Fig. 7 shows another embodiment of a differential system with a gear shift stage. In the exemplary embodiment shown, the transmission precursor 16 is a further transmission precursor 20, with a different transmission ratio to the transmission precursor 16. extended. By means of switching device 21 can choose between the two transmission precursors and thus receives an adjusting 16, 20, 21, which can realize two speed ranges for the drive shaft 2. Alternatively, several switching stages can be implemented.

FIG. 8 shows the speed and power parameters resulting from FIG. 7. Basically, the representation contains two maps - each similar to that in Fig. 6, but with smaller working speed range for the work machine 1. By the two-stage variable speed 16, 20, 21, these maps are offset from each other, bringing at the same total working speed range for the pump ("Pump speed" 68% -100%) a comparable with Fig. 6 size for the differential drive 5 is required. In addition, you can operate the differential drive 5 in the field weakening area in the map with smaller system performance, since the torque required for the differential system is generally smaller than its rated torque. Thus, the working speed range in the map with the smaller system power is greater than that for the second map. The two characteristic maps preferably overlap in the hysteresis range "H" in order to avoid frequent switching between the characteristic diagrams. The hysteresis range "H " However, at the expense of a performance even smaller differential system and can, if no overlap of the two maps is required to be smaller or even eliminated.

9 shows an embodiment according to the invention of a differential system with a reduced speed range. Basically, the drive train is constructed the same as already shown in Fig. 5, in the power system 29 of the work machine 1 (for example, a pump, a compressor or a fan) after this, a throttle 22 is integrated. Thus, the funded by the working machine 1 amount can be throttled without reducing the speed of the working machine 1. This throttle 22 is usually used in non-variable-speed drives to regulate / control the amount delivered. The throttle 22 may have a variety of Ausführungs3formen, with a simple flap is a common variant.

Basically, also for the variant likes. Fig. 9, the additional use of a matching gear 10 possible. In addition, a clutch 15 and a synchronization brake 14 between the second drive or, the sun gear 9 and the differential drive 5 can be implemented. Furthermore, the gear precursor 16 is not absolutely necessary.

To make the size of the differential drive 5 and the frequency converter 6a, 19 as small as possible, instead of the rectifier 19 and a grid inverter 6b used and thus the system motor (+) and regenerative {-) are operated, resulting in the size of the differential drive 5 significantly reduced. This moves the base speed (point "T") to the middle of the

Working speed range in which the differential drive 5 eingebrem3t and thus the differential system can be operated very efficiently. Small or operationally required flow rate variations (such as in pumps) can be compensated / regulated with the throttle 22.

One way to extend the working speed range for the working machine 1, as already described for Fig. 4, the field weakening range or the so-called 87Hz characteristic for the operation of the differential drive 5 and the frequency converter 6a, 6b or 19th

FIG. 10 shows the speed and power parameters resulting from FIG. 9. The selected operating range of the differential system thus moves into an area with a high operating frequency distribution ("probability"). As soon as the differential drive 5 reaches the base speed (point "T") as the pump speed decreases, it is preferably slowed down or stopped. An operationally necessary lower flow rate is realized by activation (control / regulation) of the throttle 22. The speeds of the differential system remain essentially constant.

FIG. 11 shows the possible speed and performance parameters for a so-called pump turbine resulting from FIG. 9 (a throttle 22 can be dispensed with). In this application, the system is preferably above the base speed (point "T") motor (+) and below the base speed regenerative (-) operated. In this case, the drive machine 4 operates in generator mode as a connected to the network 12 generator. Due to the power flow reversal of the differential drive (5) remains at a working machine speed below the base speed motor (+). This results in an electrically simple system, which can be realized without line-side inverter. However, since below the base speed, the power flows of generator (4) and differential drive (5) are in opposite directions, and so that the system efficiency is worse than in purely engine operation, can - if operationally possible - in this mode, in whole or in part, with a fixed speed ie preferably with stopped differential drive 5, are worked. Ideally, then, the operating points are set so that the pump turbine will have optimum turbine operating mode efficiency at base speed ("T").

Fig. 12 shows another embodiment of a differential system for an internal combustion engine 23 as a prime mover. Since the internal combustion engine 23 is not connected to an electrical network, the required energy for the differential drive 5 is taken from the first drive of the differential gear 3, or this, supplied. In this case, two motor-side inverters 6a are connected by means of a DC intermediate circuit and drive a further differential drive 25. This is connected by means of adjustment gear 24 with the first drive of the differential gear 3. The single-stage adjustment gear 24 may also be multi-level if necessary. This closes the energy cycle and allows the system to be operated virtually independently of the mains, both as a generator (-) and as a motor (+). If the design speeds of internal combustion engine 23 and differential drive 25 fit together well, the adjustment gear 24 can be dispensed with and the differential drive 25 is coupled directly (by means of a clutch) to the internal combustion engine 23.

Ideally, the electrical part of the differential system, consisting of differential drives 5 and 25 and the two inverters 6a, also connected to a network. With that you can

For example, the starting scenarios described with reference to Figures 1 to 3 are easily realized and / or '(as is common, for example, with marine propulsion systems) a power grid is supplied. In addition, the integration of a switching stage according to FIG. 7 is also possible.

Instead of the differential drives 5 and 25 and d.en two inverters 6a and a hydrostatic adjusting gear can be used. In this case, the differential drives 5 and 25 are replaced by a hydrostatic pump / motor combination, which are connected to a pressure line and which are both preferably adjustable in the flow volume. Thus, as in the case of a variable speed electric differential drive, the speeds are adjustable. This also applies to applications with an electric machine as the drive machine (4).

The substantial advantages arising for the operation of an internal combustion engine 23 in combination with a differential system are, on the one hand, the realizable high starting torque and that the internal combustion engine can be driven in an efficiency-optimal range as soon as the differential system adopts the rotational speed adaptation for the working machine 1. Because of an internal combustion engine in the. Unlike a grid-connected three-phase machine can be operated variable speed, there is a wide range of ways to expand / vary the system maps.

In Fig. 13, a control system for steaming driveline vibrations is shown. The torque at the differential drive 5 is proportional to the torque in the entire driveline, creating a

Torque control / control or a driveline damping by, the differential drive 5 is possible. The term "driveline damping" is understood here to mean the targeted balancing of rotational drive train vibrations (working machine, drive shaft 2, differential gear 3, drive machine 4 and differential drive 5), which can occur constantly or transiently and lead to undesired loads in the entire or in parts of the drive train. This is achieved by a modulation of the torque and / or the speed of the differential drive 5 with vibrations of the same frequency.

Such unwanted driveline vibrations or transient driveline loads may be caused either by externally applied loads on the work machine 1, in the drive shaft 2, the differential gear 3 and, the differential drive 5 itself or by the Äntriebsmaschine 4 and are typically in the speed or torque behavior de3 drive train visible, noticeable.

Preferably, these can be detected by speed and / or vibration measurements in the drive train or by current measurements on the drive machine 4 and / or on the differential drive 5. A direct detection of torques is also possible, but usually only costly feasible. However, the type of detection ultimately always depends on where in the drive train, the damping should be done and whether couplings can be exploited.

If driveline vibrations are e.g. caused by a typical operating behavior of the working machine 1, and they should be compensated in their effect on the prime mover 4, these can be reduced or canceled by impressing antiphase torque oscillations at the differential drive 5. This is e.g. in the case of compressors in which it comes at a revolution of the piston rod to design-specific vibration excitations, which correlate strongly with the piston position. Since the respective vibration excitation always occurs at the same piston position, it suffices to adjust the circumferential position or rotational position, e.g. know by measurement in order to compensate for them. The knowledge of this vibration excitation allows the selective compensation of single or multiple oscillations simultaneously. This is preferably achieved by position detection of the piston rod or by one of the above-mentioned methods. The necessary synchronous and antiphase torque / speed adjustment is realized by conventional methods of signal processing, preferably with oscillators and notch filter algorithms, which simulate and evaluate the measured vibration excitation with the correct frequencies. Incorporated in .ein gegengekoppeltes system thereby set the necessary amplitudes and phase angles for the vibrations generated for compensation automatically, with which then the actuator is driven at the differential drive 5.

As exemplified in FIG. 13, a comparison circuit 30 is supplied with a constant speed n4 of the engine to be achieved on the one hand and the rotational speed n.2 of the drive shaft 2 on the other hand. A control device 31 controls on the basis of the determined therefrom desired speed nSl? Ewünecht and the actual speed n5 of the input shaft of Diffexenzialantxiebs 5 via the Fxequenzumrichter 6 the differential drive 5 such that vibrations of the prime mover 4 are as good as possible or desired damped. The driveline damping described with reference to FIG. 13 can also be used independently of all other embodiments described above.

Claims (16)

Claims: 1. Method for operating a drive train with a drive shaft (2), one with a. Power network (12) connected to the drive machine (4) and with a differential gear (3) with three inputs and outputs, one output with the drive shaft (2), one drive with the prime mover (4) and a second drive with a differential drive ( 5), characterized in that with the drive shaft (2) a working machine (1) is connected and that a part of the working power of the working machine (1) by a throttle (22) is destroyed. 2. The method according to claim 1, characterized in that a first speed-stable operating point is zero at a speed of the second drive. 3. The method according to claim 2, characterized in that another speed-stable operating point at a speed of the electric machine (4), in which this is connected to the network (12). 4. The method according to claim 3, characterized in that the transmission ratio of the differential gear (3) at the further speed-stable operating point is equal to 1. 5. The method according to any one of claims 1 to 4, characterized in that the drive machine (4) is an electric machine and that the D.ifferentialantrieb (5) is operated only by motor, while the drive machine (4) is operated by a motor or generator. 6. The method according to claim 3, characterized in that3 the gear ratio of the differential gear (3) with the differential drive (5) is set to 1 and held. 7. The method according to any one of claims 1 to 6, characterized in that the differential drive (5) can be operated with an 87Hz characteristic. 8. The method according to any one of claims 1 to 7, characterized in that the differential drive (5) in the field weakening range, can be operated. 9. drive train with a drive shaft (2), one connected to a power grid (12) driving machine (4) and with a differential gear (3) with three inputs or outputs, with an output to the drive shaft (2), a drive with the drive machine (4) and a second drive with a differential drive (5) is connected, characterized in that with the drive shaft (2) a work machine (1) is connected and das3 the work machine (1) a conveyor in a line system (29) is and that in the line system (29) after the working machine (1), a throttle (22) is arranged. 10. driveline according to claim, 9, characterized in that the working machine (1) is a pump, a compressor or a fan. 11. Driveline according to claim 9 or 10, characterized in that the drive machine (4) is an electrical machine, in particular a Drehstromm, aschine. 12. Driveline according to claim 9 or 10, characterized in that the drive machine is an internal combustion engine. 13. Driveline according to one of the claims 9 to 12, characterized in that the differential drive (5) is a three-phase machine. 14. Driveline according to one of claims 9 to 12, characterized in that the differential drive is a hydraulic pump / motor. 15. Driveline according to one of claims 9 to 14, characterized in that the differential drive (5) via a matching gear stage (10) connected to the second drive, is. 16. Driveline according to one of claims 9 to 15, characterized in that between the working machine (1) and the differential gear (3) an adjusting mechanism (16, 20, 21) is arranged.